Hyundai Tucson vs Audi Q2

What's the difference?

As Toyota has found with the RAV4, these types of ‘self-charging hybrids’ are popular with customers because they offer more performance, lower fuel economy and require no change in behaviour - no plugging in or managing battery range.

There’s a very good reason for Hyundai to add the Tucson Hybrid to the local line-up, because it will expand the appeal of what is already a popular SUV. Many buyers have turned off diesel in the wake of the Volkswagen emission scandal, so hybrids such as these have greater appeal.

Especially if Hyundai can keep the price difference between the hybrid and diesel to a similar level to what we’ve already seen with the Santa Fe. In these current times of high petrol prices and cost-of-living pressures, anything that can make driving better financially we welcome.

The Q2 is just fun. It's fun to look at, fun to drive, while it might also be a little harsh and not quite as fast as its BMW competition, it's also a relatively compelling premium car value offering. Just be aware that this is a pint-size SUV best enjoyed by singles or couples.

What’s interesting about the design is that there isn’t anything unique about it, at least not overtly different from the rest of the Tucson range. As electrification becomes the norm rather than the exception, car makers have realised car buyers don’t need or want their electrified cars to be styled dramatically differently. 

As Toyota's decision to drop the Prius in Australia and instead relying on the Corolla to cater to buyers looking for a hybrid model demonstrates, buyers have evolved with their tastes. 

Instead both outside and in, the Tucson Hybrid is a regular-looking SUV that will appeal to anyone looking for a fuel-efficient model. 

Yes! The Q2 is huge fun to look at from every angle. It was one of the first cars in Audi's refreshed range to reflect a new design language, standing apart from its stablemates.

This is evident in its stepped grille design, square light clusters, and neat two-tone roof which extends down the C-pillar at the back (an optional touch, mind you).

Other distinct features include its polygonal beltline which runs down the sides and a neatly squared off rear, which, complete with the little roof spoiler, makes for a dashing, sporty profile.

Controversially, our car also came with a gloss white five-spoke 19-inch wheel with grey inlays and sneaky little Audi Sport logos on them. Perhaps a nod to Audi's rally history.

This little car makes a big statement. It's a lot to take in, but so much more fun than Audi's usual business-first visage.

Inside is interesting. It looked good when it came out, but pre-dates the incredible new Audi interior which resides in the new A1 and Q3. To be fair, it still looks good, but doesn't quite have the wow-factor of its siblings. We suspect some sort of heavy facelift will be in the Q2's near future to address this issue.

While you won't get the new design, touchscreen or materials, the Q2's interior is still a nice place to be, with plenty of high-quality fittings, a sporty flat-bottomed steering wheel, and cool turbine air vents.

It's even packed with Audi's super neat 'Virtual Cockpit' digital dash suite, and all the sleek switchgear from more recent models, so it's not as though you'll be getting an 'old-feeling' car by any means.

Despite the addition of the hybrid powertrain elements the Tucson remains a practical family car. While it’s not the biggest SUV in its segment it offers adequate room for a family of four or five.

The front seats are comfortable and there’s good small item storage, as you’ll find in the existing Tucson range, with cup holders, a wireless smartphone charging pad, lidded console box and deep door pockets. The rear bench is good too, with enough room for my 180cm frame to fit in relative comfort, as well as cup holders in the fold-down armrest and a bottle holder in the door.

Crucially, the boot capacity is the same in both the petrol and hybrid Tucson in US specification, which means it should translate to the same 539-litres offered here. The boot floor is flat, which will make loading and unloading easier, but it’s worth noting that the US-spec model we drove had no space for a spare tyre and instead relied on a puncture repair kit.

There's no getting around the fact that the Q2 is a small SUV. Very small. Great for two occupants, a young couple seems to be the ideal target demographic.

To that end, front passengers are treated quite well with the standard array of Volkswagen group sensibilities. These include decently sized bottle holders in the doors, a variable-height centre console box, and a neat cupholder cluster up front with a key-shaped slot in the divider. A pleasing touch.

Space is a bit compact. Definitely on par with a hatchback rather than an SUV, and the panoramic sunroof, which is part of this Edition #2, lowers the roofline.

One major drawback is the lack of a touchscreen. The 8.3-inch screen which is included with our car as part of a pack (see more in the price and spec section) is controlled via dial.

This includes Apple CarPlay, which is a bit of an awkward solution. You'll get used to it, but the brand's newer touchscreen designs are notably better.

The back seat is tight. My knees were almost pressed against the front seat, which was set to my own (182cm tall) driving position.

The roofline is low, too, and the descending C-pillar makes getting in and out harder than it needs to be. The middle seat, due to the presence of a tall transmission tunnel is too tight for a full size adult human.

Unlike its Q3 big brother, amenities for rear passengers are light-on, as well. There are no directional air-vents, just a single 12-volt outlet, pockets on the backs of the seats and small bottle holders in each door.

You get a 355-litre (VDA) boot – surprisingly large all things considered, although still smaller than the BMW X2 (470L) and incoming new-generation Mercedes-Benz GLA (435L).

The Q2 is not bad premium car value when you consider a few factors. For a start, this car is pretty much as expensive as it gets with the most powerful engine and several option packs, and only manages to come in at a measly $57,050.

Without the options it's $52,400, but still the cheapest BMW X2 is $47,400, and the most expensive one (i.e. the equivalent to this Audi) is a whopping $69,400.

We don't know how much the new GLA will cost when it lands in Q3 2020, so stay tuned.

Our top-spec car wears 19-inch alloys (up from the standard 17s), a black accented exterior pack, push-button start and keyless entry, LED headlights and tail-lights, front and rear parking sensors, a reversing camera, leather seats (heated front), a panoramic sunroof, and full auto wipers and light function.

The 8.2-inch multimedia screen, 12.3-inch virtual cockpit instrument cluster and flat-bottomed steering wheel are part of a separate 'Technik Package' ($2500), the black interior headlining is a $400 option,  the heated seats are a $600 option, and the premium white paint comes in at $1150.

Sure, it's upsetting some of these are options on the top-spec car, but at least they aren't outrageously priced, and as already mentioned, this car still manages to undercut its primary rival.

Standard safety is okay, although there are some items optioned away which you'll probably want to be adding. More on that in the safety section.

This is the heart of the matter, with the Tucson Hybrid combining a 1.6-litre turbocharged four-cylinder petrol engine with a small electric motor. The petrol engine makes the same power as the ‘SmartStream G1.6’ in the current Tucson, 132kW/265Nm. But the addition of the 44kW electric motor takes the total powertrain output to 168kW/349Nm.

The powertrain is paired to a six-speed automatic transmission as standard as well as Hyundai’s HTRAC all-wheel drive system.

Our 40 TFSI has a 2.0-litre turbo-petrol engine which produces 140kW/320Nm. Punchy, about on par with its most direct X2 rival (20i) which puts out 141kW/280Nm from the same sized engine.

The Q2 drives all four wheels via a seven-speed dual-clutch automatic transmission.

Hyundai USA rates the Tucson Hybrid fuel economy at between 6.1L/100km and 6.3L/100km depending on the variant. It must be noted that US fuel economy figures do alter to Australian numbers, but as a guide those figures are competitive without being class-leading.

The X-Trail e-Power returns the same 6.1L/100km, but the RAV4 Hybrid uses just 4.8L/100km so there’s room for Hyundai to close the gap.

But at 6.1L/100km the hybrid would be the most fuel-efficient member of the Tucson range in Australia, with the diesel managing 6.3L/100km and the 1.6 turbo petrol using 7.2L/100km. So there’s reason to think adding this hybrid option would expand the appeal of the Tucson.

The US-spec models have a 51-litre fuel tank which means a theoretical driving range of up to 835km on a single tank.

The 40 TFSI wears a claimed/combined fuel consumption number of 6.5L/100km. Over a week of testing we had a computer-shown 8.1L/100km but an at-the-pump measure of 7.9L/100km on a 104km comparison test loop.

Still, given the amount of fun I was having behind the wheel, under 9.0L/100km is not a bad result.

On the downside, the Q2 requires top shelf 98 RON unleaded petrol to fill its 55L tank.

The extra power and torque makes for a notable improvement in performance over what’s currently offered in Australia. The Tucson Hybrid feels quite punchy off the mark whenever you engage both the engine and motor. While it’s not exactly a ‘N Performance’ model, it does feel sprightly for a mid-size SUV.

Plus there’s the added bonus that the electric motor can do all of the work some of the time.

So if you do a lot of urban driving and can be careful with your right foot you may be able to get close to, or even beat, the claimed fuel economy.

It’s difficult to make a definitive comment on the handling, because the version we drove had the US suspension tune, which felt softer than what we’ve experienced here to deal with America’s very average road conditions. Even so, our test drive did demonstrate that the addition of the hybrid system, and the added weight it brings, doesn’t have a negative impact on the way the Tucson drives. It still feels like a well-balanced and responsive SUV and we’d certainly expect that to be the case of Australian-bound models.

The Q2 is exactly as fun to drive as it looks from the outside. It's light, springy, athletic, and compelling behind the wheel.

The 40 TFSI 2.0-litre engine is super willing compared to lesser engines in Audi's range, where turbo lag can be a real issue.

It can be a tad sluggish off the mark, where the moment of turbo lag conspires with the start-stop system and dual-clutch auto to make for a jerky start, but it's far better than the 1.4-litre engine in the 35 TFSI.

That said, once you're going, peak torque arrives from 1500 rpm, at which point the lively Q2 is primed to rip through its seven gears with avid enthusiasm. It even sounds good, with a satisfying rasp working its way into the cabin at higher revs.

Handling is stellar for an SUV, too. In fact, the Q2 drives more like a hatchback, even more so than the new Q3 which shares similar characteristics.

Quattro all-wheel drive helps it keep traction, in the corners and off the line, where an enthusiastic prod of the accelerator would otherwise have you spinning wheels.

At no point did this compact SUV feel out of its comfort zone, with little suggestion of understeer when pushed.

Handling is nice, too. Audi's steering calibration is sporty and dynamic, with its lightness at low speed firming up to increase confidence when you're travelling a bit faster.

We used the Q2 as a guest wildcard / camera car on a recent premium SUV comparison test, and all agreed it was the most fun to drive.

The suspension is firm, adding to its sporty allure, but this attribute also combines with the gigantic wheels to make for a harsh and noisy ride on chopped up suburban streets – where this car will spend most of its life.

It's a known cost for having such entertaining handling characteristics, but one which premium buyers should be aware of. This might be an Audi, but it's strongly in the sporty camp, rather than the luxurious one.

Active safety is an interesting topic on the Q2. The plus side is you'll be getting freeway speed auto emergency braking (AEB) with pedestrian detection, front and rear parking sensors, and a high-res reversing camera as standard across the range.

The 40 TFSI grade also gets blind spot monitoring, but to make it truly impressive you'll have to tick the 'Assistance Package' box.

It's well worth it. The $990 cost nets you lane keep assist with lane departure warning, active cruise control, auto-dipping high beams, auto parking, and hill hold assist.

The Q2 has the expected electronic traction, stability and brake controls, and comes equipped with six airbags and dual rear-seat ISOFIX child-seat mounting points.

All Q2 variants carry a maximum five-star ANCAP safety rating as of 2016, and carries a space saver spare wheel under the boot floor.

It’s safe to assume that Hyundai Australia will offer its standard five-year/unlimited kilometre warranty for the Tucson Hybrid. 

Servicing costs are unclear but it’s probable that the more complex hybrid powertrain would mean a higher price. But Hyundai Australia will likely offer a servicing plan, so you’ll know up front what you’re in for.

Audi persists with a three-year/unlimited kilometre warranty. This is consistent with its BMW rival, but now Mercedes has significantly upped the premium market game with a five-year/unlimited kilometre warranty, which will cover its incoming GLA.

Perhaps the worst part is VW will cover many of the same components with a five-year warranty on its T-Roc (closely related to the Q2). Worth thinking about.

Audi does thankfully cover the Q2 with an impressive capped price servicing program, provided you bundle it in at the time of purchase.

You can choose it as either a three-year package ($1580) or a five-year plan ($2140). You'll need to return the Q2 to a service location every 12 months or 15,000km.